Aerial launch and/or recovery for unmanned aircraft, and associated systems and methods

ABSTRACT

Aerial launch and/or recovery for unmanned aircraft, and associated systems and methods. A representative system includes a first, carrier aircraft having an airframe a propulsion system carried by the airframe and positioned to support the carrier aircraft in hover, and a capture line carried by the carrier aircraft and deployable to hang from the carrier aircraft. The capture line is sized to releasably engage with a capture device of a second, carried aircraft. The system further includes a retrieval device positioned to support the carried aircraft for detachment from the capture line.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims priority to pending U.S. ProvisionalApplication No. 62/433,697, filed on Dec. 13, 2016. The foregoingapplication is incorporated herein by reference.

TECHNICAL FIELD

The present technology is directed generally to aerial launch and/orrecovery for unmanned aircraft, and associated systems and methods.

BACKGROUND

Aircraft require varying degrees of support equipment and systems forlaunch and recovery. Conventionally, aircraft take off from and land onrunways, usually located at airports that provide parking, fuel,hangars, air and ground traffic control, maintenance services, andterminals for passengers, baggage, and freight. Unmanned aircraft,including drones, unmanned aerial vehicles (UAVs), unmanned aircraftsystems (UAS) and robotic aircraft, present unique challenges andopportunities for mechanisms and methods that enable the safe initiationof flight (takeoff or launch) and safe capture, recovery, and return ofthe aircraft. For example, some existing unmanned aircraft are launchedusing catapults, and captured using wing-mounted hooks that engage witha suspended capture line.

While the foregoing techniques, particularly techniques includingcatapult launch and suspended-line capture, have proven successful,there remains a need for systems with improved size, weight, and costcharacteristics.

BRIEF DESCRIPTION OF THE DRAWINGS

Unless otherwise noted, the Figures may not be drawn to scale, forpurposes of illustration and/or clarity.

FIG. 1 is partially schematic illustration of a system that includes afirst aircraft configured to capture a second aircraft, in accordancewith some embodiments of the present technology.

FIG. 2 is a partially schematic illustration of a representative firstaircraft carrying a representative second aircraft.

FIG. 3 is a partially schematic illustration of a process for deployinga first aircraft, launching a second aircraft carried by the firstaircraft, and landing the first aircraft, in accordance with someembodiments of the present technology.

FIG. 4A is a partially schematic illustration of a first aircraftoperating in an urban environment with obstructions that includebuildings, in accordance with some embodiments of the presenttechnology.

FIG. 4B is an enlarged illustration of a sensing pod and camera carriedby the first aircraft shown in FIG. 4A.

FIG. 5A is a partially schematic illustration of multiple first aircraftoperating to position a capture line in a generally vertical orientationfor capturing a second aircraft, in accordance with some embodiments ofthe present technology.

FIG. 5B is a partially schematic illustration of multiple first aircraftoperating to position a capture line in a generally horizontalorientation for capturing a second aircraft, in accordance with someembodiments of the present technology.

FIG. 6 is a partially schematic illustration of multiple first aircraftoperating to support a net for capturing a second aircraft, inaccordance with some embodiments of the present technology.

FIG. 7 is a partially schematic illustration of a first aircraft thatreceives power from a ground-based power source, alone or in combinationwith another aircraft, in accordance with embodiments of the presenttechnology.

FIG. 8 is a partially schematic illustration of a first aircraftpositioned above obstructions to capture a second aircraft, inaccordance with embodiments of the present technology.

FIG. 9 is a partially schematic illustration of a first aircraft thatreceives power from a ground-based power source via a wireless link, inaccordance with some embodiments of the present technology.

FIG. 10 illustrates controllers configured to control first and/orsecond aircraft, in accordance with embodiments of the presenttechnology.

FIG. 11 is a partially schematic illustration of a first aircraft havinga launch fixture for carrying a second aircraft, in accordance with someembodiments of the present technology.

FIG. 12 is partially schematic illustration of a first aircraft having alaunch fixture for carrying a second aircraft, in accordance with someembodiments of the present technology.

FIG. 13 illustrates a representative first aircraft carrying arepresentative second aircraft during operations in accordance with someembodiments of the present technology.

FIG. 14A is a partially schematic illustration of a first aircraftconfigured to operate in a marine environment, in accordance with someembodiments of the present technology.

FIGS. 14B-14D are a partially schematic illustrations of a firstaircraft configured to operate in a marine environment, in accordancewith some embodiments of the present technology.

FIGS. 15A-15B are partially schematic illustrations of a system thatincludes a retrieval device incorporating a net in accordance with someembodiments of the present technology.

FIG. 16 is a partially schematic illustration of a system that includesa retrieval device incorporating a pad in accordance with someembodiments of the present technology.

FIG. 17 is a partially schematic illustration of a system having aretrieval device that includes a wing support member configured inaccordance with some embodiments of the present technology.

FIGS. 18A-18B illustrate a system that includes a retrieval devicehaving a wing support member operating in accordance with someembodiments of the present technology.

FIG. 19 is a partially schematic illustration of a system that includesa retrieval device having one or more inflatable bladders positioned tosupport an aircraft in accordance with some embodiments of the presenttechnology.

FIG. 20 is a partially schematic illustration of a system that includesa retrieval device having a sheet that encloses an aircraft inaccordance with some embodiments of the present technology.

FIG. 21 is a partially schematic illustration of a system having aretrieval device that includes a support pad that advances upwardlytoward a captured aircraft in accordance with some embodiments of thepresent technology.

FIGS. 22A-22B illustrate a system incorporating a retrieval devicehaving an upright mast to engage with a capture line in accordance withsome embodiments of the present technology.

FIGS. 23A-23D illustrate a system having a retrieval device thatincludes a mast with rope clamps configured to engage a capture line inaccordance with some embodiments of the present technology.

FIG. 24A is a partially schematic, isometric illustration of a systemthat includes a retrieval device having a boom supporting a capture linein accordance with some embodiments of the present technology.

FIG. 24B is a partially schematic, enlarged illustration of a portion ofa boom and a line support element configured in accordance with someembodiments of the present technology.

FIG. 24C is a partially schematic, plan view illustration of a containerelement configured to carry a boom and boom support elements, inaccordance with some embodiments of the present technology.

FIGS. 25A-25B are partially schematic, side elevation views of a systemin which the retrieval device includes a track carried by an aircraft inaccordance with some embodiments of the present technology.

FIGS. 26A-26B are partially schematic, side view illustrations of anaircraft carrying a retrieval system in accordance with some embodimentsof the present technology.

FIGS. 27A-27D illustrate aircraft having retrieval devices with sweeperarms configured in accordance with some embodiments of the presenttechnology.

DETAILED DESCRIPTION

The present disclosure describes systems and methods for launchingand/or recovering aircraft, in particular, unmanned aircraft. Manyspecific details of some embodiments of the disclosure are set forth inthe following description and FIGS. 1-27D to provide a thoroughunderstanding of these embodiments. Well-known structures, systems, andmethods that are often associated with such embodiments, but that mayunnecessarily obscure some significant aspects of the disclosure, arenot set forth in the following description for purposes of clarity.Moreover, although the following disclosure sets forth some embodimentsof the technology, some embodiments of the technology can have differentconfigurations and/or different components than those described in thissection. As such, the technology may include embodiments with additionalelements, and/or without several of the elements described below withreference to FIGS. 1-27D.

Many embodiments of the technology described below may take the form ofcomputer- or controller-executable instructions, including routinesexecuted by a programmable computer or controller. Those skilled in therelevant art will appreciate that the technology can be practiced oncomputer/controller systems other than those shown and described below.The technology can be embodied in a special-purpose computer, controlleror data processor that is specifically programmed, configured orconstructed to perform one or more of the computer-executableinstructions described below. Accordingly, the terms “computer” and“controller” as generally used herein refer to any data processor andcan include Internet appliances and hand-held devices (includingpalm-top computers, wearable computers, cellular or mobile phones,multi-processor systems, processor-based or programmable consumerelectronics, network computers, mini computers and the like).Information handled by these computers can be presented at any suitabledisplay medium, including a CRT display or LCD.

The technology can also be practiced in distributed environments, wheretasks or modules are performed by remote processing devices that arelinked through a communications network. In a distributed computingenvironment, program modules or subroutines may be located in local andremote memory storage devices. Aspects of the technology described belowmay be stored or distributed on computer-readable media, includingmagnetic or optically readable or removable computer disks, as well asdistributed electronically over networks. Data structures andtransmissions of data particular to aspects of the technology are alsoencompassed within the scope of the embodiments of the technology.

FIG. 1 is a partially schematic illustration of a system 100 thatincludes a first aircraft 101 and a second aircraft 120. The firstaircraft 101 can be configured to launch, capture, or both launch andcapture the second aircraft 120. Accordingly, the first aircraft 101 maybe referred to herein as a carrier, capture, or support aircraft, andthe second aircraft 120 may be referred to herein as a carried,captured, or target aircraft. The carrier aircraft can conduct acarrying function before launch and/or after capture, and the carriedaircraft can be carried before launch and/or after capture. In someembodiments, the system 100 can be configured to operate in anenvironment 140 having obstructions 141 that make conventionaltechniques for launching and/or capturing the second aircraft 120difficult. Further details of representative first aircraft 101, secondaircraft 120, and the environments in which they operate are describedbelow.

With continued reference to FIG. 1, the first aircraft 101 can beconfigured for vertical takeoff and landing (VTOL), and hover, to allowfor operation in constrained areas. Accordingly, the first aircraft 101can include an airframe 102 and multiple rotors 103 (e.g., in aquad-rotor configuration) powered by an on-board power source 104. Thefirst aircraft 101 can include a first capture device 105, for example,a flexible capture line 106 that hangs down from the first aircraft 101in a position suitable for engaging with the second aircraft 120 duringa capture operation.

In a some embodiments, the second aircraft 120 can have a fixed-wingconfiguration, with a fuselage 121 carried by fixed wings 122. Thesecond aircraft 120 is propelled by a propulsion system 128, e.g., anon-board propulsion system. The propulsion system 128 can include one ormore pusher propellers (one is shown in FIG. 2) or tractor propellers,powered by an internal combustion engine, electric motor, battery,and/or other suitable device. The second aircraft 120 can include asecond capture device 123 positioned to engage with the first capturedevice 105 carried by the first aircraft 101. In some embodiments, thesecond capture device 123 includes one or more wing tip hooks or capturedevices 124. When one of the wings 122 strikes the capture line 106, thecorresponding wing tip hook or hooks 124 releasably engage with thecapture line 106, causing the captured second aircraft 120 to danglefrom the capture line 106. The first aircraft 101 then guides thecapture line 106 and the captured second aircraft 120 in a controlleddescent to the ground. Further details of representative capture devicesand techniques are described in U.S. Pat. No. 6,264,140 and U.S. Pat.No. 7,059,564, both assigned to the assignee of the present application,and both incorporated herein by reference.

In some embodiments, e.g., as shown in FIG. 1, the system 100 includes adownline apparatus 170 to which the capture line 106 is attached. Thedownline apparatus 170 can include an anchor and/or shock absorbingelements that cushion the impact of the second aircraft 120 with thecapture line 106.

In operation, the first aircraft 101 flies upwardly (e.g., verticallyupwardly) to a position above the local obstructions 141 and a heightsufficient to facilitate capturing the second aircraft 120. As shown inFIG. 1, the obstructions 141 can include trees 142 (e.g., in a forest orjungle), and the first aircraft 101 can ascend through a relativelysmall opening or clearing 144 in the trees 142. The power source 104,which provides power to the rotors 103 of the first aircraft 101, caninclude an internal combustion engine, a battery, and/or anothersuitable device that is carried aloft with the first aircraft 101. Insome embodiments described later, the first aircraft 101 can receivepower from a ground-based source. In any of these embodiments, the firstaircraft 101 rises to a position indicated by letter A to capture thesecond aircraft 120, and then descends, as indicated by letter B oncethe second aircraft 120 has been captured. Near the ground, the firstaircraft can lower the second aircraft 120 to the ground, autonomously,or under control of a pilot, with or without the assistance of a humanoperator on the ground to manually handle the aircraft as it descendsthe last few feet.

A representative power source 104 for the first aircraft 101 includes arechargeable battery. An advantage of the rechargeable battery, whencompared to other power sources such as an internal combustion engine,is that the battery can eliminate the need for an on-board fuel source(e.g., gasoline, aviation fuel, and/or another fuel) while stillproviding sufficient short-term power for a launch operation and/or arecovery operation.

In some embodiments, the first aircraft 101 can be configured not onlyto capture the second aircraft 120, but also to launch the secondaircraft 120 from an aerial position. FIG. 2 schematically illustratesthe general features of such an arrangement. As shown in FIG. 2, thefirst aircraft 101 can include a central portion 107 (e.g., a fuselage),and multiple arms 108. The propulsion system 128 can include multiplerotors 103 carried by the corresponding arms 108. The first aircraft 101can also include a launch fixture 190 positioned to securely hold thesecond aircraft 120 during an ascent maneuver. The launch fixture 190 isconfigured to release the second aircraft 120 once aloft (e.g., uponcommand), and permit the first aircraft 101 to land without the secondaircraft 120 attached. In some embodiments, the second aircraft 120 caninclude a fixed wing, pusher prop configuration, such as the ScanEagle®UAV, manufactured by Insitu, a subsidiary of The Boeing Company, and insome embodiments, can include any of a wide variety of other suitablevehicles having similar or different configurations.

In operation, the first aircraft 101 lifts the second aircraft 120 asindicated by arrow L, rotates to a suitable orientation as indicated byarrow R and translates to a suitable launch location as indicated byarrow T. Optionally, the first aircraft 101 can rotate again at thelaunch location, e.g., to position the second aircraft 120 facing intothe wind for launch. The propulsion system 128 of the second aircraft120 can be started either before the second aircraft 120 has beenlifted, or after the second aircraft 120 is aloft. Once at the launchlocation, the first aircraft 101 releases the second aircraft 120 forflight, as will be described in further detail later with reference toFIGS. 11-12. In some embodiments, the second aircraft 120 is released ata high enough elevation (and has a suitably high glide slope) that itdrops, gains air speed, and then levels off. In some embodiments, thefirst aircraft 101 has sufficient forward velocity at launch to reduceor eliminate any drop in elevation by the second aircraft 120 as thesecond aircraft 120 is released.

FIG. 3 is a partially schematic illustration of a representative firstaircraft 101 operating from an enclosed space 350. The enclosed space350 can include a building 351 having a restricted opening 352 throughwhich the first aircraft 101 exits in preparation for a launchoperation, and returns after the launch operation is complete. Afterreturning, the same or a different first aircraft 101 can be preparedfor a capture operation, e.g., by charging (or re-charging) on-boardbatteries or other power sources, and connecting to a capture line. Thefirst aircraft 101 can then re-deploy from the enclosed space 350 toconduct a capture operation and again return to the enclosed space 350.The enclosed space 350 can enhance the “stealth” characteristics of theoverall operation by obscuring the ability of others to observe thelaunch and recovery operations. In some embodiments, the enclosed space350 can provide a sheltered area for operations, maintenance, refueling,recharging, inspections, reconfigurations, and/or other suitableelements of flight operations. The enclosed space 350 can include atemporary structure, a permanent structure, a natural protected volumewith a restricted opening (e.g., a cave or overhang), and/or a naturalspace beneath a forest or jungle canopy (which can optionally be clearedand shaped for suitable operation). The enclosed space 350 can includesoft and/or hard materials, for example, cloth, metal, concrete, wood,suitable fasteners and adhesives, and/or other suitable materials.

The first aircraft 101, second aircraft 120, and associated hardware andsystems can be housed in one or more shipping containers 353 fortransport to and from operational locations. The shipping containers 353can also be housed in the enclosed space 350. To date, forwardoperations are provisioned at arbitrary times in the typical timeline ofa forward operation, without the option to selectively pick and procurearbitrary lists of individual parts required for successful, smoothconduct of operations. Such operations can include surveillance andsensing using daylight and infrared cameras attached to the secondaircraft 120. The shipping containers 353 can include standard boxes,for example, molded containers designed for modular (e.g., foldable oreasily disassemble) unmanned aircraft, that can be provisioned witharbitrary selected combinations of components. Accordingly, thecomponent set for a given mission can be standardized, which improvesthe efficiency with which the mission is supported and carried out.

FIG. 4A is a partially schematic illustration of a representative firstaircraft 101 operating in an urban environment 440 that includesobstructions 441 in the form of buildings 445 and/or other typicallyurban structures. The first aircraft 101 can operate in a mannergenerally similar to that described above with reference to FIGS. 1-3and, in a some embodiments, can include one or more sensors 460 to aidin navigation during launch and/or capture operations. The sensor 460can be housed in a sensing pod 461, a portion of which is shown ingreater detail in FIG. 4B. As shown in FIG. 4B, the sensor 460 caninclude a camera 462, and the sensing pod 461 can be formed from atransparent material that protects the camera 462, while allowing thecamera 462 suitable access to the environment 440. The camera 462 canoperate at visible wavelengths, infrared wavelengths, and/or othersuitable wavelengths, depending upon the particular mission carried outby the first aircraft 101. The sensing pod 461 can be carried by thefirst aircraft 101 in a position that allows for a significant field ofview 463 (shown in FIG. 4A). The camera 462 can be used to perform anyone or combination of functions associated with launching and capturingthe second aircraft. For example, the camera 462 can be used to avoidobstacles as the first aircraft 101 ascends and descends during launchand/or recovery operations. During recovery operations, the camera 462can also be used to gently lower the captured aircraft to the groundwithout damaging it.

As discussed above with reference to FIG. 1, the system 100 can includea downline apparatus 170 that secures the capture line 106 to the groundduring capture operations. In at least some embodiments, it may not befeasible or practical to secure the capture line to the ground duringcapture operations. In such cases, the system can be configured tosuspend the capture line between multiple first aircraft to providesuitable tension in the line, without relying on a ground-based anchor.For example, referring to FIG. 5A, a representative system 500 a caninclude two first or support aircraft 501 a, 501 b carrying a firstcapture device 505 a between them. In this embodiment, the first capturedevice 505 a includes a generally vertical capture line 506 a, e.g., acapture line that is more vertical than horizontal. The two firstaircraft 501 a, 501 b can be positioned one above the other to align thecapture line 506 a in a generally vertical orientation. A secondaircraft 120, e.g., having a configuration generally similar to thatdescribed above with reference to FIG. 1, can include a correspondingsecond capture device 523 a that includes wing-tip hooks 524 positionedto engage the capture line 506 a. The two first aircraft 501 a, 501 bcan fly cooperatively to provide the proper tension in the capture line506 a, and to safely bring the second aircraft 120 to the ground aftercapture. In some embodiments, the coordinated operation of the two firstaircraft 501 a, 501 b can be autonomous, or partially autonomous, withthe first aircraft 501 a, 501 b communicating directly with each otherto perform the capture and landing operation. In still a further aspectof some embodiments, a manual override instruction issued by theoperator (e.g., seizing manual control) will be applied to both thefirst aircraft 501 a, 501 b.

FIG. 5B illustrates an arrangement similar to that shown in FIG. 5A, butwith the two first or support aircraft 501 a, 501 b carrying a firstcapture device 505 b that includes a capture line 506 b positioned in agenerally horizontal rather than vertical orientation (e.g., with thecapture line 506 b more horizontal than vertical). This orientation canbe suitable for capturing a second aircraft having a different secondcapture device. For example, as shown in FIG. 5B, a representativesecond aircraft 520 can include a second capture device 523 b that inturn includes an upper hook 525 and a lower hook 526. The hooks 525, 526can be stowed during normal flight and then deployed prior to capture.In some embodiments, only one of the hooks 525, 526 is deployed,depending upon the position of the second aircraft 520 relative to thecapture line 506 b. In some embodiments, both hooks 525, 526 can bedeployed to provide greater assurance of a successful capture,regardless of whether the second aircraft 520 passes above or below thecapture line 506 b during the capture operation.

In some embodiments, multiple first aircraft can carry and deploycapture devices having configurations other than a suspended captureline. For example, referring now to FIG. 6, two first aircraft 601 a,601 b are configured to carry a capture device 605 between them, withthe capture device 605 including a net 610. The net 610 can be used tocapture aircraft that may not have the specific capture devicesdescribed above with reference to FIGS. 5A-5B (e.g., wing-tip hooksand/or upper and lower hooks). In one aspect of this embodiment, the net610 may have weights at or near the lower edge to keep the net 610properly oriented. In some embodiments, two additional first aircraft601 c, 601 d (shown in dashed lines) are used to provide support andpositioning for the lower corners of the net 610. In some embodiments,the second aircraft (not shown in FIG. 6) captured via the net 610 canbe specifically configured for such capture operations. For example, thesecond aircraft can have fewer and/or particularly robust projectionsthat withstand the forces that may be encountered as the second aircraftengages with the net 610. In some embodiments, the second aircraftand/or the techniques used to capture the second aircraft with the net610 can be configured to avoid the need for such specific designs. Forexample, the first aircraft 601 a, 601 b carrying the net 610 can flythe net in the same direction as the incoming second aircraft to reducethe forces imparted to the second aircraft as it engages with the net610.

One aspect of an embodiment of the system described above with referenceto FIG. 1 is that the power source for the first aircraft (e.g., abattery-powered motor, or an internal combustion engine) is carriedon-board the first aircraft. In some embodiments, power can be suppliedto the first aircraft from a ground-based source. For example, referringnow to FIG. 7, a representative first aircraft 701 a can receive powerfrom a ground-based power source 730, via a power transmission link 731.In a particular aspect of some embodiments, the power transmission link731 can include a power cable 732 a that transmits electrical power to apower receiver 713 carried by the first aircraft 701 a. The powerreceiver 713 can include a connector 711, for example, a quick-releaseelectrical connector, which is coupled to one or more on-boardelectrical motors to drive corresponding rotors 703 of the firstaircraft 701 a. The first aircraft 701 a can carry a capture line 706for capturing a suitably-equipped second aircraft 120 a (FIG. 5A).

In another aspect of an embodiment shown in FIG. 7, the system caninclude multiple first aircraft shown as two first aircraft 701 a, 701b, e.g., to position the power transmission link 731 in a way thatreduces or eliminates interference with the capture line 706. Forexample, one first aircraft 701 a (shown in solid lines) can carry thecapture line 706 and the power receiver 713, and another first aircraft701 b (shown in dotted lines) can carry a corresponding power cable 732b (also shown in dotted lines) in a position that is offset away fromthe capture line 706. Accordingly, one of the first aircraft can performthe capture operation (and optionally a launch operation) and the othercan provide a support function. The first aircraft 701 b performing thesupport function can have the same configuration as the first aircraft701 a performing the capture function, or the two aircraft can havedifferent configurations. For example, the first aircraft 701 bperforming the support function can have a greater or lesser loadcapacity, depending on whether the loads associated with the power-cablecarrying function are greater or less than the loads associated with thecapture function. The corresponding power cable 732 b can includemultiple segments, for example, one segment between the ground-basedpower source 730 and the first aircraft 701 b, and another between thetwo first aircraft 701 a, 701 b.

Whether or not multiple first aircraft 701 are employed in thearrangement shown in FIG. 7, the capture line 706 can be attached to adownline apparatus 770 that includes one or more anchors 771. Theanchor(s) 771 can perform different functions. For example, one anchorcan redirect the path of the capture line 706 to another anchor, whichincludes shock absorbing features to cushion the impact of a secondaircraft 120 (FIG. 5A) striking the capture line 706 during a captureoperation.

As discussed above, the capture line 706 can be tensioned via aground-based downline apparatus, or by another aircraft. In someembodiments, shown in FIG. 8, a representative first aircraft 101 cancarry a capture line 106 that is tensioned by a hanging mass 812, e.g.,attached to the capture line 106 at or near its free end. Thisarrangement can allow the first aircraft 101 to perform a captureoperation while positioned completely above any nearby obstructions 141,without the need for access to the ground (or another first aircraft) toprovide tension in the capture line 106.

FIG. 9 is a partially schematic illustration of a system 900 thatincludes a first aircraft 901 configured to receive power from aground-based source 930 via a wireless link. In a particular aspect ofsome embodiments, the ground-based power source 930 includes a radiationsource 933, e.g., a source of illumination or other electromagneticradiation 934. The first aircraft 901 can include a power receiver 913that in turn includes one or more wireless receiver elements 914positioned to receive energy from the ground-based power source 930. Forexample, the power receiver 913 can include one or more photovoltaiccells 915 that receive the radiation 934, convert the radiation toelectrical current, and provide the electrical current to motors thatdrive the rotors 103 or other propulsion system components.

The first aircraft 901 is shown carrying a capture line 906 that isconnected to a downline apparatus 970. The downline apparatus 970 caninclude an anchor 971 (e.g., a pulley) and a tension device 972 (e.g.,an elastic, spring-bearing, and/or other shock absorbing device) forhandling and/or controlling the motion of the capture line 906 and thecaptured second aircraft (not shown in FIG. 9).

One feature of embodiments of the system described above with referenceto FIG. 9 is that the wireless system for transmitting energy from theground to the first aircraft can simplify the flight operations of thefirst aircraft, for example, by reducing limitations imposed by thepower transmission line 731 discussed above with reference to FIG. 7.Conversely, using a wired or direct power transmission link of the typedescribed above with reference to FIG. 7 can provide energy moreefficiently than a wireless link and the energy conversion processesassociated therewith.

Referring now to FIG. 10, in any of the embodiments described above, thesystems include one or more controllers 1080 to monitor and direct theoperations of the various aircraft. For example, the first aircraft 101can include a first on-board controller 1083, and the second aircraft120 can include a second on-board controller 1084. Each of thesecontrollers directs the movement of the respective aircraft via signalsdirected to the propulsion systems, movable aerodynamic surfaces, and/orother aircraft components. In some embodiments, the operation of thefirst and second aircraft 101, 120 can be completely autonomous, witheach aircraft pre-programmed before operation. In some embodiments, bothaircraft are controlled via a single ground-based controller, and instill some embodiments, each aircraft is controlled by a separatecontroller. Accordingly, the overall controller 1080 can include a firstoff-board controller 1081 a (e.g. a first ground station) operated by afirst operator 1086 a and in communication with the first aircraft 101via a first communication link 1085 a. The controller 1080 can furtherinclude a second off-board controller 1081 b (e.g., a second groundstation), operated by a second operator 1086 b, and in communicationwith second aircraft 120 via a second communication link 1085 b. Thefirst and second operators 1086 a, 1086 b can communicate with eachother, e.g. orally by being co-located next to or near each other, orvia phone, two-way radio or any other suitable longer rangecommunication device. The off-board controllers can perform any of awide variety of diagnostic and informational tasks, in addition toproviding control instructions to the first and second aircraft. Forexample, the controllers can provide an automated or partially automatedchecklist and countdown procedure for an aircraft launch and/orrecovery.

FIGS. 11-13 illustrate first and second aircraft configured inaccordance with some embodiments of the present technology. Beginningwith FIG. 11, a representative first aircraft 101 can include a launchfixture 1190 releasably attached to an attachment fixture 1127 carriedby the second aircraft 120. In a particular aspect of this embodiment,the attachment fixture 1127 fits into a corresponding slot 1192 of thelaunch fixture 1190, and the launch fixture 1190 further includes arelease mechanism 1191. The release mechanism 1191 can obstruct orprevent motion of the attachment fixture 1127 until launch, at whichpoint, the release mechanism 1191 can be moved to a release position (asindicated in dotted lines in FIG. 11), allowing the second aircraft 120to slide downwardly and away from the first aircraft 101 via the slot1192.

In some embodiments, as shown in FIG. 12, the first aircraft 101includes a launch fixture 1290 that can include a pivot pin 1295 thatreleasably engages with a corresponding attachment fixture 1227 carriedby the second aircraft 120. For example, the pivot pin 1295 cantranslate into or out of the plane of FIG. 12 to disengage from theattachment fixture 1227. The first aircraft 101 can further include apositioning apparatus 1293 having a plunger 1294 that, when activated,forces the nose of the second aircraft 120 downwardly. During arepresentative launch operation, the pivot pin 1295 and plunger 1294 areactuated in sequence to both release the second aircraft 120 and forcethe nose of the second aircraft 120 downwardly so that it (a) picks upsufficient air speed to fly on its own, and (b) reduces the likelihoodfor interference with the first aircraft 101. For example, the pin 1295is disengaged first, and, upon an indication that the pin 1295 has beensuccessfully disengaged, the plunger 1294 then operates to push down thenose of the second aircraft 120. In another example, the plunger 1294 isactuated first to place the second aircraft 120 in a downward-facingorientation, before the pin 1295 is released. In any of these examples,the second aircraft 120 can be initially carried in a horizontalattitude, for example, as the first aircraft 101 flies horizontally to alaunch site. One advantage of this arrangement is that it is expected toreduce the drag on both the second aircraft 120 and the first aircraft101 during this flight.

FIG. 13 illustrates further details of a representative system 1300including the first aircraft 101 and second aircraft 120 shown in FIG.2. The first aircraft 101 can include an airframe 102 formed by acentral portion 107 and multiple, outwardly extending arms 108. Each arm108 can support one or more rotors 103. For example, in some embodiments(as shown in FIG. 13), each of the four arms supports twocounter-rotating rotors 103. The first aircraft 101 can further includemultiple landing gear 1309 and a launch fixture 190 that are configuredto allow the first aircraft 101 to support the second aircraft 120 whilethe first aircraft 101 is on the ground. In this position, the landinggear 1309 provide enough ground clearance for the second aircraft 120 toallow a propeller 1329 of the second aircraft 120 to operate. In thisparticular example, the landing gear 1309 can include four elements,each configured to support one of the four arms 108. One or more of thelanding gear elements (e.g., two) can be further configured to haveflat, vertically extending surfaces that operate as vertical stabilizers1316 to enhance the in-flight stability of the first aircraft 1301.

FIGS. 14A-14D illustrate systems and methods for capturing unmannedaerial vehicles in a marine or other water-based environment, inaccordance with some embodiments of the present technology. For purposesof illustration, capture operations are shown in FIGS. 14A-14D. In someembodiments, the same or different aircraft can be used to launch theUAVs, for example, in accordance with the techniques described above.

Beginning with FIG. 14A, a representative system 1400 a can include afirst aircraft 101 configured to capture and/or launch a second aircraft120. Accordingly, the first aircraft 101 can carry a capture line 106that is in turn connected to a downline apparatus 1470. The downlineapparatus 1470 can be carried at least in part by a water-borne vessel1477 (e.g., a boat, ship, barge, and/or other suitable platform), andcan include a drag cable 1473 connected to the capture line 106 with aconnecting device 1474 (e.g., a slip ring or other suitable device). Thedrag cable 1473 is connected to a drag cable deployment device 1475(e.g., a winch) that can be used to reel the drag cable 1473 in and out.The drag cable 1473 can be connected at its opposite end to animmersible anchor, e.g., a sea anchor 1471 and (optionally), anadditional mass 1476, which keeps the drag cable 1473 in a stableorientation relative to the capture line 106 and the vessel 1477.

In one mode of operation, the second aircraft 120 flies into the captureline 106, engaging wing tip hooks 124 with the capture line 106 in amanner generally similar to that described above. The drag cabledeployment device 1475 can then be used to reel in the capture line 106,the sea anchor 1471, and the mass 1476, before or after the firstaircraft 101 descends to the vessel 1477 to deposit the captured secondaircraft 120.

A system 1400 b in accordance with some embodiments (shown in FIGS.14B-14D) includes a first aircraft 101 that operates without beingattached to the vessel 1477 via the drag cable 1473. Instead, the firstaircraft 101, with the capture line 106, sea anchor 1471 and optionaladditional mass 1476, can be delivered by the vessel 1477 to aparticular location, and released. After being released, the firstaircraft 101 captures the second aircraft 120 in a manner generallysimilar to that discussed above. The first aircraft 101 then flies thesecond aircraft 120 to the vessel 1477. For example, as shown in FIG.14C, the first aircraft 101 can lift the second aircraft 120, the seaanchor 1471 and the additional mass 1476 from the water and fly towardthe vessel 1477. At the vessel 1477, as shown in FIG. 14D, the firstaircraft 101 can lower the second aircraft 120 to be secured at thevessel 1477, and can then itself land on the vessel 1477.

In at least some of the embodiments described above with reference toFIGS. 1-14D, once the second aircraft 120 is captured, it is retrievedby gradually lowering the first aircraft 101 toward the ground (oranother support platform) until the second aircraft 120 makes contactwith the ground and can be disengaged from the capture line. In otherembodiments, systems can include retrieval devices specificallyconfigured to facilitate the process of successfully bringing the secondaircraft to the ground and disengaging it from the capture line, whileeliminating or significantly reducing the likelihood for damage to thesecond aircraft. Representative embodiments are described below withreference to FIGS. 15A-27D. Representative embodiments can also reduceor eliminate the need for personnel to be positioned beneath the firstand/or second aircraft during the retrieval process.

Beginning with FIG. 15A, a representative system 1500 includes arepresentative first aircraft 101 configured to capture a representativesecond aircraft 120 via a first capture device 105 (e.g., a capture line106) and a second capture device 123 (e.g., hooks carried on the wingsof the second aircraft 120). A corresponding retrieval device 1550configured in accordance with a representative embodiment includes a net1551 positioned above the ground and held in place via one or morestandoffs 1552. A downline apparatus 170 can include a tension device172 positioned directly beneath the net 1551 (as shown in solid lines)or positioned laterally away from the net 1551 (as shown in dashedlines) so as not to be directly beneath the net 1551. In eitherembodiment, the tension device 172 can provide tension in the captureline 106 and/or can operate to reel the capture line in and/or out.

During operation, the tension provided by the tension device 172 can bereduced or eliminated to allow the capture line 106 to pay out as thefirst aircraft 101 ascends prior to capturing the second aircraft 120.After the first aircraft 101 has captured the second aircraft 120, thetension device 172 can aid in reeling the capture line 106 in as thesecond aircraft 120 is gently lowered to the net 1551. Once the secondaircraft 120 is on or in the net 1551, an operator can easily disengageit from the capture line 106 without inadvertently bringing it intocontact with the ground during the process.

FIG. 15B illustrates the retrieval device 1550 after the first aircraft101 has deposited the second aircraft 120 on or in the net 1551, and haslanded off to the side. In some embodiments, the standoffs 1552 can besized to allow the operator to easily lean over the net 1551 todisengage the second aircraft 120 from the capture line 106. Anadvantage of this arrangement is that the net 1551 can reduce oreliminate the likelihood for damaging the second aircraft 120 betweenthe time it is captured and the time it is released from the captureline 106 in preparation for another flight. In at least someembodiments, particular elements of the second aircraft 120 (e.g.,forward-extending pitot tubes and/or transparent camera housings) can beparticularly sensitive to such damage. The size of the net 1551 candepend on the size and/or shape of the second aircraft 120. For example,the net 1551 can have a size of about 10 feet by 10 feet to retrieve aScanEagle® aircraft (manufactured by Insitu, of Bingen, Wash.) having a10.2 foot wing span and a length of 4.5 feet.

FIG. 16 is a partially schematic illustration of a system that includesa retrieval device 1650 having a resilient and/or cushioning pad 1653through which the capture line 106 passes. In some embodiments, the pad1653 can be inflatable so as to provide a compact configuration when notin use. In such embodiments, the pad 1653 can include a non-inflatedchannel that allows the capture line to pass through. The pad 1653 caninclude open or closed cell foams, or other suitable cushioningmaterials. As described above with reference to FIGS. 15A-15B, theassociated tension device 172 can be positioned off to the side of thepad 1653, with a pulley 1655 used to guide the capture line 106 to theoffset tension device 172. In some embodiments, the pad 1653 can includeanti-slide features 1654 that at least reduce (or eliminate) thelikelihood for the second aircraft 120 to slip or slide off the pad 1653during the retrieval operation. For example, the anti-slide features1654 can include bumps, grooves, and/or other texture elements thatlimit the movement of the second aircraft 120 once it is on the pad1653.

FIG. 17 illustrates embodiments in which a representative retrievaldevice 1750 is configured to engage one of the wings 122 of the secondaircraft 120. Accordingly, the retrieval device 1750 can include a base1756 and a wing support member 1757 (e.g., a wall) that extends upwardlyfrom the base 1756. The wing support member 1757 can include multipleprojections or serrations 1758 separated by corresponding gaps 1759 thatare positioned to engage the wing 122, while allowing the fuselage 121to come to rest on the base 1756. Accordingly, the base 1756 can bepadded and/or can otherwise be configured to reduce any negative impacton the fuselage 121 or the opposite wing 122.

In one aspect of some embodiments, e.g., as shown in FIG. 17, theretrieval device 1750 is configured to engage only one of the wings 122.In some embodiments described below with reference to FIGS. 18A and 18B,a corresponding retrieval device 1850 is configured to engage eitherboth wings (FIG. 18A) or one wing (FIG. 18B) while the fuselage 121 ispositioned outside a corresponding wall or other support member.Beginning with FIG. 18A, the retrieval device 1850 can include a wingsupport member 1857 extending upwardly from a base 1856 and havingprojections 1858 and gaps 1859 that operate generally as discussed abovewith reference to FIG. 17. The tension device 172 can be positioned tothe side of the wing support member 1857. The wing support member 1857can have opposing portions (e.g., that form a complete circle, or a “C”shape, or another suitable open or closed shape) that engage both wings122 of the second aircraft 120, while the fuselage 121 is positioneddownwardly between the opposing portions.

In at least some instances, the retrieval device 1850 can be configuredto operate even if the fuselage 121 is not positioned downwardly withinthe enclosed or partially enclosed space formed by the wing supportmember 1857. For example, as shown in FIG. 18B, the wing support member1857 can be positioned on, over, or adjacent to a pad 1853. If only onewing 122 of the second aircraft 120 engages the wing support member1857, the remaining wing 122 can come to rest gently on the pad 1853.

FIG. 19 illustrates a retrieval device 1950 that includes one or moreinflatable bladders 1960 configured in accordance with some embodimentsof the present technology. The inflatable bladder(s) can be sized,shaped and positioned to engage with the second aircraft 120. Forexample, the retrieval device 1950 can include two inflatable bladders1960 a, 1960 b positioned adjacent to each other to form a depression1961 between them. The tension device 172 can be positioned so that thecapture line 106 extends up through the depression 1961. After capturingthe second aircraft 120, the first aircraft 101 lowers the secondaircraft 120 and the capture line 106 until the fuselage 121 rests inthe depression 1961, and the wings 122 rest on the inflatable bladders1960 a, 1960 b. In some embodiments, the inflatable bladders 1960 a,1960 b can be shaped (and/or the depression 1961 can be sloped) so thatthe second aircraft 120 tends toward the orientation shown in FIG. 19,even if it is not in that orientation when it initially makes contactwith the inflatable bladders 1960 a, 1960 b.

FIG. 20 is a partially schematic illustration of a retrieval device 2050that includes a sheet 2062 carried by the capture line 106 at a positionabove the location at which the second aircraft 120 engages the captureline 106. The sheet 2062 may initially be furled, and is then unfurledinto the shape shown in FIG. 20 after the second aircraft 120 iscaptured, or the sheet 2062 can have the unfurled configuration bothbefore and after capture. In either arrangement, once the secondaircraft 120 is captured, the sheet 2062 can be lowered over and aroundthe second aircraft 120 to protect it. To facilitate this operation, thesheet 2062 can optionally include padding elements 2063 positioned toalign with particularly sensitive features of the second aircraft and/orto provide cradling for the second aircraft. When the sheet 2062 isdropped, air pressure will naturally keep it open it until contacts thesecond aircraft 120. At this point, the free edges of the sheet 2062will drape down around the second aircraft 120. Once the sheet 2062 hasbeen draped over the second aircraft 120, closure devices 2064 can closearound the second aircraft 120 from below. For example, the closuredevices 2064 can include magnets that are brought together with eachother (e.g., as the sheet 2062 drapes) to enclose the second aircraft120 within the sheet 2062.

FIG. 21 is a partially schematic illustration of a retrieval device 2150having a support device (e.g., a platform or pad) 2053 that is movedtoward the second aircraft 120, rather than vice-versa. Accordingly, theretrieval device 2150 can include a climber 2066 (e.g., a mechanical orelectro-mechanical climber, generally similar to those manufactured bythe climbing equipment industry) that moves the support device 2053upwardly along the capture line 106 to engage with the second aircraft120. After the second aircraft 120 is resting on or otherwise engagedwith the support device 2053, e.g., in a generally horizontalorientation, the first aircraft 101 can lower the assembly of the secondaircraft 120 and the support device 2053 together to the ground.Accordingly, the support device 2053 can have sufficient rigidity tosupport the second aircraft 120, while also remaining lightweight andcompact. In some embodiments, the support device 2053 can includeairflow holes 2065 that both reduce the weight of the device 2053 andreduce the likelihood that wind will catch and move the support device2053 in an unpredictable or otherwise undesirable way. The tensiondevice 172 can be eliminated in at least some embodiments, with thetension in the capture line 106 provided instead by the weight of thesupport device 2053. Accordingly, this embodiment may be particularlysuitable for over-water capture and retrieval operations.

FIGS. 22A and 22B illustrate a retrieval device 2250 that includes amast 2267 having one or more uprights 2268 that form a crotch 2269.During operation, the first aircraft 101 maneuvers the capture line 106so that it is positioned in the crotch 2269 at a location below thesecond aircraft 120. As shown in FIG. 22B, the first aircraft 101 thenlands adjacent to the mast 2267, while the uprights 2268 support atleast a portion of the capture line 106 above the ground (or otherlanding surface). Optionally, the system can further include a pad 2253positioned to cushion the second aircraft 120 as it touches down.Whether or not the pad 2253 is included, the velocity at which thesecond aircraft 120 makes contact with the ground is reduced comparedwith a vertical landing, as a result of the pivoting action of thecapture line 106 about the mast 2267, indicated by arrow P.

FIGS. 23A-23D illustrate a retrieval device 2350 having an arrangementgenerally similar to that discussed above with reference to FIGS. 22Aand 22B, but with additional features to firmly secure the capture line106. Accordingly, the retrieval device 2350 can include a generallyupstanding mast 2367, outwardly extending arms 2370, and a clamp 2371having one or more clamp elements 2372. During operation (as shown inFIG. 23B), the first aircraft 101 lowers the second aircraft 120 untilit is above the ground, but below the arms 2370. The first aircraft 101is then maneuvered so that the capture line above the arms 2370 engageswith the clamp 2371, which grabs onto and (releasably) secures thecapture line 106. As shown in FIG. 23C, the first aircraft 101 thenlands adjacent to the retrieval device 2350, and an operator 2373removes the second aircraft 120 from the capture line 106. FIG. 23Dillustrates a top view of the retrieval device 2350, showing the clampelements 2372. In at least some embodiments, the clamp elements 2372 canbe automatically triggered by contact with the capture line 106 (FIG.23C), so as to quickly engage the capture line 106 without the operatorhaving to do so manually. In some embodiments, the operator can manuallyclose the clamp 2371, either as a back-up to the foregoing automatedoperation, or as part of normal operation.

FIG. 24A is a partially schematic illustration of a retrieval device2450 that includes a boom 2475 having a line support element 2474engaged with the capture line 106. The boom 2475 can be supported by oneor more boom supports 2476, and the line support element 2474 caninclude a hook, a pulley, and/or another suitable device. During arepresentative capture operation, the first aircraft 101, which isinitially positioned to hover above the retrieval device 2450, maneuversthe capture line 106 into engagement with the line support element 2474.In another representative operation, the capture line 106 can be engagedwith the line support element 2474 earlier in the operation, e.g., priorto the first aircraft 101 ascending. In either operation, the firstaircraft 101 hovers above the retrieval device 2450, with the captureline 106 extending downwardly (as shown in dashed lines). The secondaircraft 120 can approach the capture line 106 in a direction alignedwith the length L of the boom 2475 to control loading on the boom, asindicated by arrow AP. Once the second aircraft 120 has been captured ata location above the line support element 2474, the tension device 172can reel in the capture line 106 until the second aircraft 120 has theposition shown in FIG. 24A. At that point, the first aircraft 101 canland, off to the side of the retrieval device 2450 (as is also shown inFIG. 24A), and the operator can remove the second aircraft 120 from thecapture line.

As shown in FIG. 24A, the capture line 106 can include a first portion106 a attached to the tension device 172, and a second portion 106 battached to the first aircraft 101, e.g. via a fixture 110. The boom2475 can be sized and arranged to be deployed in a manner that reducesor eliminates the likelihood for the second aircraft 120 to strike theboom 2475, the boom supports 2476, and/or other elements of theretrieval device 2450. For example, the boom 2475 can have acantilevered length L and an inclination angle or elevation angle A thattogether provide a sufficient offset between the elements of theretrieval device 2450 and the second aircraft 120. Accordingly, thesecond aircraft 120 can have a captured wing 122 a that is pulled uptoward (e.g., in contact with) the line support element 2474, and anopposing wing 122 b that hangs downwardly. With the proper size andconfiguration of the boom 2475, the opposing wing 122 b will not strikethe boom 2475 or other elements of the retrieval device 2450, even inhigh winds. Similarly, this arrangement can prevent the fuselage 121and/or other portions of the second aircraft 120 from striking the boom2475 or other elements of the retrieval device 2450.

In some embodiments (e.g., as shown in FIG. 24A), one or more shippingcontainers 353 (described above with reference to FIG. 3), or elementsof the shipping containers, can be used to support the boom 2475, thetension device 172, and the boom supports 2476. In some embodiments, afirst shipping container element 353 a (e.g., a container body) carriesthe boom 2475 and the tension device 172 in the deployed configurationshown in FIG. 24A. A second shipping container element 353 b (e.g., alid for the container body) carries the deployed boom supports 2476.Each container element can include multiple sides 2491, e.g., a pair ofshort sides 2491 a and a pair of long sides 2491 b. In some embodiments,the short side 2491 a of one container element (e.g. the first shippingcontainer element 353 a) is releasably secured to the long side 2491 bof the second shipping container element 353 b, via a securement device2490. The securement device 2490 can include a clamp, one or more nutsand bolts, and/or other suitable fasteners. In any of these embodiments,the securement device 2490 can prevent or at least restrict the shippingcontainer elements 353 a, 353 b from moving relative to each other sothat they can more securely position the boom 2475 in its deployed,elevated configuration. The lengthwise orientation of the first shippingcontainer element 353 a can provide stiffness aligned with the approachdirected AP of the second aircraft 120. The widthwise orientation of thesecond shipping container element 353 b can provide a wide, stabilizingstance for the boom supports 2476. The overall arrangement provides asimple, compact configuration that makes use of the shipping containers353, whether or not the containers are also used for shipping thecomponents they support in the deployed configuration.

FIG. 24B is an enlarged illustration of the end portion of arepresentative boom 2475, configured in accordance with some embodimentsof the present technology. The line support element 2474 can include apulley 2474 a carried on a pulley axle 2474 b to rotate relative to theboom 2475. The arrangement can further include a motion control element2480 that controls the post-capture motion of the second aircraft 120(FIG. 24A). In some embodiments, the motion control element 2480includes a bracket 2481 connected to the boom 2475 via a pivot pin 2482.A cylinder 2483 extends from the bracket 2481. The cylinder 2483includes an aperture 2484 through which the capture line 106 is fed.When the capture line extends upwardly from the boom 2475 (as indicatedin dashed lines) prior to capture, the motion control element 2480 alsopivots upwardly, as is also indicated in dashed lines. When the secondaircraft 120 contacts the capture line 106, the capture line 106 paysout rapidly, under the guidance of the pulley 2470 a to reduce linefriction. After the second aircraft 120 has been captured, the firstaircraft 101 (FIG. 24A) begins to descend, the tension device 172 (FIG.24A) reels in the slack capture line 106, and the motion control element2480 gradually pivots downwardly. Prior to the first aircraft 101setting down, the capture line 106 is reeled in sufficiently to engagethe captured second aircraft 120 with the motion control element 2480.For example, the second capture devices 524 (FIG. 5A) of the capturedsecond aircraft 120 can be snuggly received in the aperture 2484, whichreduces or eliminates the tendency for the captured second aircraft 120to spin and/or swing back and forth (e.g., into the boom 2475).Accordingly, the motion control element 2480 can further reduce thelikelihood for the captured second aircraft 120 to contact the retrievaldevice 2450. When the first aircraft 101 descends below the line supportelement 2474 and lands, the capture line 106 arcs around the pivot pin2482.

FIG. 24C is a partially schematic, plan view illustration of the secondshipping container element 353 b (e.g., a container lid) configured inaccordance with some embodiments of the present technology. For example,the second shipping container element 353 b can removably carry multipleboom segments 2475 a, which can be connected to each other to form theboom 2475 shown in FIG. 24A. The second shipping container element 353 bcan further house elements of the boom supports 2476, illustrated asfirst elements 2476 a, and second elements 2476 b. The foregoingelements can be easily removed from the second shipping containerelement 353 b, assembled, and placed into a deployed configuration, asshown in FIG. 24A.

FIGS. 25A-25B illustrate a system that includes a retrieval device 2550carried by the first aircraft 101. For example, the retrieval device2550 can include an aircraft winch 2582 carried by the first aircraft101. The retrieval device 2550 can further include a capture line guide2583 movably carried by a track 2577 so as to move along the track 2577.Accordingly, the capture line guide 2583 operates as a movable fixturefor carrying the capture line 106. The track 2577 can include a lateralportion 2578 and an upright or partially upright portion 2579. The firstaircraft 101 can further include landing gear 2509 configured to supportthe second aircraft 120 while the second aircraft 120 is hanging fromthe capture line 106 by one wing. Accordingly, the landing gear 2509 canextend far enough away from the main body of the first aircraft 101 toallow the suspended second aircraft 120 to hang from the capture line106 without touching the ground. In some embodiments, the landing gear2509 can be extendable and retractable (e.g., telescopically) so as tohave a shortened configuration during flight, and a lengthenedconfiguration when bringing the second aircraft 120 to the ground.

In operation, the second aircraft 120 can engage the capture line 106via a wing-mounted hook generally in the manner described above. Oncethe second aircraft 120 has been captured, the line guide 2583 isactivated to move along the track 2577 (as shown in FIG. 25B), thusmoving the second aircraft 120 laterally and upwardly. Because the track2577 includes the upright portion 2579, the distance by which thecaptured second aircraft 120 projects beneath the first aircraft 101 isreduced, thus reducing the length of the landing gear 2509 necessary totouch the ground without causing the second aircraft 120 to do so.

FIG. 26A illustrates some embodiments in which the first aircraft 101includes a retrieval device 2650 having an aircraft winch 2682. Forexample, the aircraft winch 2682 is mounted to a centrally-positionedwinch standoff 2681 positioned around a central opening in the firstaircraft 101. Accordingly, the second aircraft 120 can be winchedupwardly through the opening, rather than laterally as discussed abovewith reference to FIGS. 25A-25B. This operation is illustrated in FIG.26B. An advantage of the configuration shown in FIGS. 26A-26B is thatthe length of the corresponding landing gear 2609 of the first aircraft101 can be reduced (thus increasing the stability of the first aircraft101 during landing). In addition, the fact that the second aircraft 120remains suspended from the central portion of the first aircraft 101during landing improves the balance and stability of the overallconfiguration, compared with a more lateral suspension location.

FIGS. 27A-27B illustrate a first aircraft 101 having a retrieval device2750 a that reorients the second aircraft 120 from an initial generallyvertical position immediately after capture, to a generally horizontal(or more horizontal) position prior to landing and retrieval. Forexample, as shown in FIG. 27A, the retrieval device 2750 a can include asweeper 2780 a mounted to two corresponding tracks 2777 so as to moveinwardly and outwardly relative to the plane of FIG. 27A, as indicatedby arrows G. During operation, the second aircraft 120 engages with thecapture line 106, and is winched upwardly toward the first aircraft 101via an aircraft winch 2782. With the second aircraft 120 in the positionshown in FIG. 27A, the sweeper 2780 a is actuated to gently engage withthe second aircraft 120 and slide along the wing 122 and/or fuselage 121of the second aircraft 120 to reorient it into a generally horizontalconfiguration. For example, as shown in FIG. 27B, the sweeper 2780 a andthe second aircraft 120 b initially have the positions shown in solidlines, and, as the sweeper 2780 a moves inwardly (as shown by arrow G),both the sweeper 2780 a and the second aircraft 120 move to thepositions shown by dotted lines.

FIGS. 27C-27D illustrate the first aircraft 101 having a retrievaldevice 2750 b that is similar to the retrieval device 2750 a describedabove with reference to FIGS. 27A-27B, but that pivots rather thantranslates. In particular, the retrieval device 2750 b can include asweeper 2780 b that pivots about a generally vertical axis, as indicatedby arrow S. As shown in FIG. 27D, the pivoting motion of the sweeper2780 b from a first position (shown in solid lines) to a second position(shown in dotted lines) moved the second aircraft 120 from an initial,generally vertical position (shown in solid lines) to a second,generally horizontal position (shown in dotted lines).

One aspect of several of the embodiments described above with referenceto FIGS. 1-27B is that the disclosed unmanned aerial vehicle systems caninclude a first, unmanned aircraft that launches, recovers, or bothlaunches and recovers a second, unmanned aircraft. One advantage of thisfeature is that it allows the second aircraft to be deployed from andreturned to sites with very limited access. Accordingly, such systemscan operate in areas that are typically inaccessible to second unmannedaircraft having a fixed wing configuration. Because such aircrafttypically have a longer endurance than multi-rotor unmanned aerialvehicles, the ability to deploy and recover such aircraft from moreremote and inaccessible locations can significantly increase the overallrange and endurance of the system.

Another feature of at least some of the foregoing embodiments is thatthe configurations of the first and second aircraft can differsignificantly, in a manner that corresponds with the different missionscarried out by the aircraft. For example, the first aircraft can beconfigured to have a relatively short endurance, and can be configuredto take off and land vertically, thus allowing it to operate in confinedspaces. The second aircraft, by contrast, can be configured to carry outlong-range missions, and can further be configured to be launched and/orcaptured by the first aircraft.

Still another feature of some of the embodiments described above is aretrieval device positioned to support the carried aircraft fordetachment from the capture line. An advantage of the retrieval deviceis that it can provide improved control over the captured aircraft,e.g., between the time the captured aircraft is captured, and the timethe captured aircraft is released. The retrieval device can beconfigured to be carried, at least in part, onboard the first, carrieraircraft, or off-board the first, carrier aircraft.

From the foregoing, it will be appreciated that some embodiments of thepresent technology have been described herein for purposes ofillustration, but various modifications may be made without deviatingfrom the disclosed technology. For example, the first and secondaircraft described above can have configurations other than thoseexpressly shown in the figures. In general, the first aircraft can havea VTOL configuration, and the second aircraft can have a different(e.g., fixed wing) configuration. In another example, either or both thefirst and second aircraft can have other configurations.

As discussed above, the first aircraft can carry out a launch functiononly, a capture function only, or both a launch and capture function. Insome embodiments, the same aircraft can carry out both launch andcapture functions. For example, the first aircraft shown in FIGS. 14A-Dcan be configured for capture operations (as shown), or launchoperations, or both. In another example, different aircraft (e.g.,having the same or different configurations) can carry out the launchand capture functions. For example, in some embodiments, one aircraftlaunches the second aircraft and, while it is being recharged orotherwise prepared for another launch, a different aircraft performs thecapture function.

The UAVs described above (e.g., the second aircraft 120) are generallysmall to medium in size. For example, a representative second aircrafthas a takeoff gross weight of between 40 and 55 lbs. In another example,the second aircraft can have other suitable weights.

Several of the embodiments described above were described in the contextof obstructed environments, for example, forested environments, crowdedurban environments, and/or other such environments. In some embodiments,the same or similar systems can be used in environments that do not havesuch obstructions.

The first aircraft described above are illustrated as multi-rotoraircraft with four or eight rotors. In some embodiments, the firstaircraft can have other rotor configurations (e.g., six rotors). In anyof these embodiments, the power sources used to power the first aircraftcan include batteries, internal combustion engines, turbines, fuelcells, and/or other suitable sources.

In a representative embodiment for which the first aircraft receivespower from a ground-based source (for example, a power cable), thefunction provided by the power cable can be combined with the functionprovided by the capture line. For example, the same cable can both carrypower to the first aircraft from the ground, and can be used to capturethe second aircraft. In such embodiments, the cable is thick enough tocarry the required electrical current to the first aircraft, thin enoughto engage with the capture device carried by the second aircraft, androbust enough to withstand multiple impacts with the second capturedevice.

In general, the capture line is not carried aloft during a typicallaunch operation. In another example, the capture line can be liftedalong with the second aircraft during a launch operation. Accordingly,if the second aircraft undergoes a malfunction shortly after launch, therecovery line can be used to retrieve the second aircraft. Such anarrangement may be suitable if the second aircraft can be launched fromthe first aircraft while the first aircraft hovers, rather than whilethe first aircraft is engaged in forward flight. In still furtherembodiments, the first aircraft can carry the recovery line entirely onboard, without the recovery line being connected to the ground. Therecovery line can accordingly be stowed on board the first aircraft anddeployed only when needed for recovery.

When multiple aircraft are deployed to carry out and/or support a launchand/or capture operation (e.g., as discussed above with reference toFIGS. 5A-7), any of the aircraft can be programmed with instructions tooperate in concert with each other, in a master/slave arrangement, asdiscussed above with reference to FIG. 5A, or in another suitablearrangement.

Certain aspects of the technology described in the context of someembodiments may be combined or eliminated in some embodiments. Forexample, the launch and recovery functions can be integrated into asingle aircraft or divided among multiple aircraft. The sensorsdescribed in the context of an embodiment shown in FIGS. 4A-B can beincluded in other embodiments as well. Further, while advantagesassociated with some embodiments of the technology have been describedin the context of those embodiments, some embodiments may also exhibitsaid advantages, and not all embodiments need necessarily exhibit suchadvantages to follow within the scope of the present technology.Accordingly, the present disclosure and associated technology canencompass other embodiments not expressly described or shown herein. Thefollowing examples provide additional embodiments of the disclosedtechnologies.

Some embodiments of the present technology are directed to an unmannedaerial vehicle (UAV) system, comprising a first, carrier aircraft havingan airframe, a propulsion system carried by the airframe and positionedto support the carrier aircraft in hover, and a capture line. Thecapture line is carried by the carrier aircraft and is deployable tohang from the carrier aircraft. The capture line can be sized toreleasably engage with a capture device of a second, carried (orcaptured) aircraft. The system can further include a retrieval devicepositioned to support the carried aircraft for detachment from thecapture line.

In some embodiments, the retrieval device is detached from the carrieraircraft. For example, the retrieval device can include a boom and aline support element carried by the boom and positioned to engage withthe capture line. The line support element can include a pulley or ahook. The system can further include at least one boom support attachedto the boom and positioned to support the boom in an elevated position,and/or a tension device couplable to the capture line. In yet a furtherexample, the system can include a first shipping container elementconfigured to position the boom and the tension device in a deployedconfiguration, and a second shipping container element releasablyconnectable to the first shipping container element to position the atleast one boom support in the deployed configuration, and resistrelative motion between the boom and the at least one boom support. Thefirst shipping container element can include a container body, and thesecond shipping container element can include a container lid. Thesystem can further include a motion control assembly pivotally couplableto the boom and having an aperture positioned to receive the captureline and sized to engage with a portion of the carried aircraft. Themotion control element can be pivotable between a first, upwardly facingposition, and second, downwardly facing position.

In some embodiments, the retrieval device can include a net, a cushion,a base having a wing support member extending upwardly from it, aninflatable bladder, a mast and a plurality of uprights extending fromthe mast, and/or a clamp positioned to engage with the capture line.

In some embodiments, the retrieval device is carried by the carrieraircraft. For example, a representative retrieval device can include asheet carried by the capture line, a support platform (e.g., a pad)carried by and movable along the capture line, a winch carried by thecarrier aircraft, a sweeper movable from a first position to a secondposition to reorient the captured aircraft from a first, generallyvertical orientation to a second, generally horizontal orientation,and/or other devices.

A representative method in accordance with some embodiments of thepresent technology includes launching a first, carrier aircraft having acapture line, and engaging a second, carried aircraft with the captureline. The method can further include supporting the carried aircraft fordisengagement from the capture line, via a retrieval device, anddisengaging the carried aircraft from the capture line. The method canstill further include landing the carrier aircraft.

In further examples, supporting the carried aircraft can includeengaging the capture line with a line support element carried by a boompositioned off-board the carrier aircraft. Disengaging the carriedaircraft can include disengaging the carried aircraft while the captureline is engaged with the line support element. Engaging the capture linewith the line support element can be performed before or after launchingthe carrier aircraft.

In a further example, the method can further comprise deploying a boomand at least one boom support from at least a first shipping containerelement, connecting the at least one boom support to the boom,supporting the boom with the first container element, supporting theboom support with a second container element, and connecting the firstshipping container element to the second shipping container element tosupport the boom in an upright position.

To the extent any of the materials incorporated herein by referenceconflict with the present disclosure, the present disclosure controls.

I/We claim:
 1. An unmanned aerial vehicle (UAV) system, comprising: afirst, carrier aircraft having: an airframe; a propulsion system carriedby the airframe and positioned to support the carrier aircraft in hover;and a capture line carried by the carrier aircraft and deployable tohang from the carrier aircraft, the capture line being sized toreleasably engage with a capture device of a second, carried aircraft;and a retrieval device positioned to support the carried aircraft fordetachment from the capture line.
 2. The system of claim 1 wherein theretrieval device is detached from the carrier aircraft.
 3. The system ofclaim 2 wherein the retrieval device includes: a boom; and a linesupport element carried by the boom and positioned to engage with thecapture line.
 4. The system of claim 2 wherein the line support elementincludes a pulley.
 5. The system of claim 2 wherein the line supportelement includes a hook.
 6. The system of claim 2, further comprising atleast one boom support attached to the boom and positioned to supportthe boom in an elevated position.
 7. The system of claim 2, furthercomprising a tension device coupleable to the capture line.
 8. Thesystem of claim 2 wherein: the line support element includes a pulley;and the system further comprises: a boom; at least one boom supportattached to the boom and positioned to support the boom in an elevatedposition; a tension device coupleable to the capture line; a firstshipping container element configured to position the boom and thetension device in a deployed configuration; a second shipping containerelement releasably connectable to the first shipping container elementto position the at least one boom support in the deployed configurationand resist relative motion between the boom and the at least one boomsupport.
 9. The system of claim 8 wherein the first shipping containerelement includes a container body, and wherein the second shippingcontainer element includes a container lid.
 10. The system of claim 2,further comprising a motion control element pivotably coupleable to theboom and having an aperture positioned to receive the capture line andsized to engage with a portion of the carried aircraft, the motioncontrol element being pivotable between a first, upwardly facingposition and a second, downwardly facing position.
 11. The system ofclaim 2 wherein the retrieval device includes a net.
 12. The system ofclaim 2 wherein the retrieval device includes a cushion.
 13. The systemof claim 2 wherein the retrieval device includes a base and a wingsupport member extending upwardly from the base.
 14. The system of claim2 wherein the retrieval device includes at least one inflatable bladder.15. The system of claim 2 wherein the retrieval device includes a mastand a plurality of uprights extending from the mast.
 16. The system ofclaim 15 wherein the retrieval device further includes a clamppositioned to engage with the capture line.
 17. The system of claim 1wherein the retrieval device is carried by the carrier aircraft.
 18. Thesystem of claim 17 wherein the retrieval device includes a sheet carriedby the capture line.
 19. The system of claim 17 wherein the retrievaldevice includes a support platform carried by and movable along thecapture line.
 20. The system of claim 19 wherein the support platformincludes a pad.
 21. The system of claim 17 wherein the retrieval deviceincludes a winch carried by the carrier aircraft.
 22. The system ofclaim 17 wherein the retrieval device further includes a sweeper that ismovable from a first position to a second position to re-orient thecaptured aircraft from a first, generally vertical orientation to asecond, generally horizontal orientation.
 23. The system of claim 1wherein the propulsion system includes multiple rotors.
 24. An unmannedaerial vehicle (UAV) system, comprising: a UAV retrieval device,including: a capture line having a first portion and a second portion; aboom; a line support element carried by the boom and positioned toengage with the capture line; at least one boom support attachable tothe boom to support the boom in an elevated position; and a tensiondevice attached to the first portion of the capture line, wherein thesecond portion of the capture line is coupleable to a carrier aircrafthaving a hover flight mode.
 25. The system of claim 24, furthercomprising the carrier aircraft, and wherein the carrier aircraftincludes: an airframe; a propulsion system carried by the airframe andpositioned to support the carrier aircraft in hover; and a fixturepositioned to attach the second portion of the capture line to thecarrier aircraft and support the capture line to hang from the carrieraircraft, the capture line being sized to releasably engage with acapture device of a carried aircraft.
 26. The system of claim 24 whereinthe line support element includes one of a hook or a pulley.
 27. Thesystem of claim 24, further comprising a container having a containerbody and a corresponding container lid, the container lid beingreleasably attachable to the container body in a side-to-sideorientation to carry the boom and the at least one boom support in anupright orientation.
 28. A method for capturing an unmanned aerialvehicle (UAV), the method comprising: launching a first, carrieraircraft having a capture line; engaging a second, carried aircraft withthe capture line; supporting the carried aircraft for disengagement fromthe capture line, via a retrieval device; disengaging the carriedaircraft from the capture line; and landing the carrier aircraft. 29.The method of claim 28 wherein supporting the carried aircraft includesengaging the capture line with a line support element carried by a boompositioned off-board the carrier aircraft.
 30. The method of claim 29,further comprising: deploying the boom and at least one boom supportfrom at least a first shipping container element; connecting the atleast one boom support to the boom; supporting the boom with the firstshipping container element; supporting the boom support with a secondshipping container element; and connecting the first shipping containerelement to the second shipping container element to support the boom inan upright position.
 31. The method of claim 29 wherein disengaging thecarried aircraft includes disengaging the carried aircraft while thecapture line is engaged with the line support element.
 32. The method ofclaim 31, further comprising engaging the capture line with the linesupport element before launching the carrier aircraft.
 33. The method ofclaim 31, further comprising engaging the capture line with the linesupport element after launching the carrier aircraft.
 34. The method ofclaim 28, further comprising placing the carrier aircraft in a hovermode before engaging the carried aircraft with the capture line.
 35. Themethod of claim 28 wherein landing the carrier aircraft is performedbefore disengaging the carried aircraft from the capture line.